2nd October 2010
The Royal Scot
|Locos Used||47270, 57601 & steam: 6233 'Duchess of Sutherland'|
|Stock Used (1)||99041+9440+99128+99127+99679+99350+99352+3150+99311+99722+99328+5453|
1Z69 : Stafford to Stirling
1Z71 : Stirling to Stafford
|57601 (2)||Stafford - (via WCML) - Carlisle|
|6233||Carlisle - (via WCML) - Law Jn - Holytown Jn - Mossend East Jn - Mossend North Jn - Whifflet - Coatbridge Central - Larbert Jn - Stirling|
|6233||Stirling - (reverse of outward route) - Carnforth U&DGL|
|57601 (2)||Carnforth U&DGL - (via WCML) - Crewe|
(1) Support coach 99041 in the formation when 6233 was hauling the train. On the return leg 99041 remained attached to 9440.
(2) 47270 on rear.
Source : Gordon Jakes
(by Gordon Jakes)
47270 brought the Royal Scot train into platform 6 at Stafford from the north with 57601 attached to the rear. 57601 then became the train engine for the journey north to Carlisle (with 47270 attached to the rear).
5.40am: 57601 on arrival into Stafford with the stock (photo: Gordon Jakes)
Departure from Stafford was on schedule but the journey to Carlisle was very tightly timed and 57601 appeared to have some difficulty in maintaining the booked timings particularly north of Carnforth on the climb to Shap Summit. Carlisle was reached some 9 minutes behind schedule but the loco changes (47270 and 57601 were detached and 6233 plus support coach were attached) were carried out with alacrity such that The Duchess was able to depart immediately behind a diverted ECML HST and within a minute of booked time.
In keeping with the timings south of Carlisle those north thereof were also very tight and despite a very creditable climb up to Beattock summit arrival at Abington DPL, where water was due to be taken, was six minutes behind schedule. The watering at Abington took longer than scheduled and our departure from the loop was over 26 minutes behind the booked time. Progress thereafter to Stirling varied between 30 and 35 minutes behind the booked time and involved a three minute stop on the approach to Holytown Junction and severe slowing on the approach to Garnqueen North and Greenhill Lower Junctions.
After arrival at Stirling, in platform 6, The Duchess propelled the coaching stock back into Up Siding No1 south of Stirling Middle Signal Box. It then shunted into Up Siding No 2 for servicing. After completion of the servicing the Duchess proceeded light engine southwards for turning via Carmuirs triangle.
6233 upon arrival into Stirling (photo: Gordon Jakes)
Upon arrival back in Stirling, the Duchess reattached to the coaching stock and then drew same back into platform 6. After running-round the coaching stock via platform 9, the Duchess attached to the south end of the train and we were finally ready to depart. The departure from Stirling was four minutes behind schedule largely due to the difficulty of fitting the various shunt moves between the normal train services. The support coach 99041 remained at the north end of the coaching stock for the return journey and had to be separately removed during the loco changes at Carnforth later in the day.
The southbound timings also appeared to be very tight and the water stop in Carstairs UPL was reached some ten minutes behind booked time despite there having been no discernable delay en route from Stirling. After speedy watering, departure from Carstairs UPL was achieved only five minutes behind schedule. This degree of delay was maintained until the approach to Abington where adverse signals caused further delay and the operational stop in Lockerbie UPL was reached some twelve minutes behind the booked time. Whilst in the loop we were passed in quick succession by a Pendolino, an ECML HST and a Voyager. We were ready to depart from the UPL at our booked time but for undisclosed reasons we were delayed by five minutes.
Time continued to be lost as far as Carlisle which was reached ten minutes behind booked time and we were quickly overtaken by a Trans Pennine service formed by unit 185133. We departed immediately behind the Trans Pennine service and apart from the obligatory slowing before Carnforth we maintained the point to point timings albeit an average of ten minutes behind the actual booked times.
After a hard days work for the engine and crew the Duchess was detached from the front of the train in Carnforth D & U. G L. and 57601 was substituted. Meanwhile the support coach 99041 was detached from the rear of the train and 47270 was attached.
The train left Carnforth loop nine minutes behind booked time and maintained the same degree of lateness as far as the departure from Preston. Thereafter further time was gradually lost against the booked timings. At Winsford South Junction we were diverted onto the Up Slow line and were then brought to a stand outside Crewe to enable a Voyager to overtake us into platform 5. Departure from Crewe was thus 23 minutes behind booked time and the total delay was then increased to 26 minutes upon arrival at Stafford due to a signal stop on the approach to Stafford North Junction.
Thus ended a long but enjoyable day! The Duchess was certainly in good form and indeed there was some suggestion that a record had been created in respect of the return journey over Shap – more details may well follow in due course. In any event if a record has been created, then it would appear to support my view that the whole day had been very tightly timed and to the limit of the motive power employed (both steam and diesel). It is fair to say that apart from the programmed stops there does not appear to be any significant recovery time included in the schedule.
Timings (Booked & Actual)
(from Gordon Jakes)
|0.00||Stafford||05.50d [P6]||05.51 [P6] [DF]||21.55a [P6]||22.21 [P6]|
|22.60||Basford Hall Jn||06/10||06/12½||21/31||?|
|24.40||Crewe||06.13a ~ 06.16d [P11]||06.13 ~ 06.16 [P11]||21.25a ~ 21.28d [P5]||21.47 ~ 21.51[P5] [UF]|
|25.25||Crewe Coal Yard||06/18||06/21½||21/24||21/41|
|46.60||Acton Grange Jn||06/39½||06/39½||21/05||21/21|
|48.48||Warrington Bank Quay||06.41½a ~ 06.43½d [P3]||06.42 ~ 06.44 [P3]||21.00a ~ 21.02d [P2]||21.16 ~ 21.17 [P2]|
|59.05||Springs Branch Jn||06/52||06/55½||?||?|
|60.27||Wigan North Western||06.53½a ~ 06.55½d [P5]||06.57½ ~ 06.59 [P5]||20.48a ~ 20.50d [P4]||21.01 ~ 21.03 [P4]|
|67.78||Balshaw Lane Jn||07/04||07/09||20/42||20/53|
|75.37||Preston||07.13a ~ 07.23d [P6]||07.17½ ~ 07.23 [P6]||20.33a ~ 20.36d [P4]||20.41 ~ 20.43 [P4]|
|98.27||Morecambe South Jn||07/43||07/44||20/12||20/20|
|(102.27)||Carnforth D&UGL||?||?||19L35 ~ 20L05||19.46 ~ 20.14|
|102.43||Carnforth North Jn||07/47||07/49½||?||19/44½|
|115.46||Oxenholme Lake District||07/57½||08/03||19/22||19/30|
|Carlisle||08L42a ~ 09L12d [P3]||08.51 ~ 09.13 [P3]||18.24a ~ 18.32d||18.34 ~ 18.39½|
|(25.60)||Lockerbie UPL||17*29 ~ 17*59||17.41½ ~ 18.04|
|(57.70)||Abington DPL||10.12½ ~ 10.25½||10w18½ ~ 10w52||16/59||17/08|
|73.13||Carstairs South Jn||10/41||11/11||16/45||16/50|
|73.49||Carstairs||10/42||11/11||? [P1]||16/49 [P1]|
|(74.00)||Carstairs UPL||16w17 ~ 16w42||16.27½ ~ 16.47|
|90.37||Mossend East Jn||10/59½||11/35||15/59||16/04½|
|93.19||Whifflet South Jn||11/06||11/40||15/56½||16/01|
|95.17||Gartsherrie South Jn||11/14||11/43||15/53½||15/58|
|96.39||Garnqueen North Jn||11/17||11/49||15/52½||15/57|
|106.17||Greenhill Lower Jn||11/30||12/04||15/37||15/46|
|117.58||Stirling||11.45a||12.19 [P6]||15.26d||15.30 [P6]|
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